CN116788033A

CN116788033A - Power device, power output control method and automobile

Info

Publication number: CN116788033A
Application number: CN202210272031.7A
Authority: CN
Inventors: 李文进; 李�杰; 刘杰; 邵静
Original assignee: Shanghai Jidu Automobile Co Ltd
Current assignee: Shanghai Jidu Automobile Co Ltd
Priority date: 2022-03-18
Filing date: 2022-03-18
Publication date: 2023-09-22

Abstract

The application discloses a power device, a power output control method and an automobile. The power device of the embodiment of the application comprises a first power unit, a second power unit, a clutch and a speed reducing mechanism. The first power unit is connected with one end of the speed reducing mechanism, and the second power unit is connected with the other end of the speed reducing mechanism through a clutch. When the clutch is in a disconnected state, the first power unit is used for driving the speed reducing mechanism to move; when the clutch is in the engaging state, at least the second power unit is used for driving the speed reducing mechanism to move. In the power device, the power output control method and the automobile, the power device comprises two sets of power units, and when the first power unit fails, the clutch can be controlled to be in a suction state so as to drive the speed reducing mechanism to move at least through the second power unit, so that power output can be continuously provided, and the driving risk is reduced.

Description

Power device, power output control method and automobile

Technical Field

The application relates to the technical field of automobile power output, in particular to a power device, a power output control method and an automobile.

Background

The vehicle includes a steering system. The steering system has a power device for powering the steering system for performing a steering motion. Power plants typically have only one power unit. If the power unit fails, the power output cannot be normally provided, and the potential safety hazard of driving exists.

Disclosure of Invention

Embodiments of the present application provide a power device, a power output control method, and an automobile that solve or at least partially solve the above-described problems.

The power device comprises a first power unit, a second power unit, a clutch and a speed reducing mechanism, wherein the first power unit is connected with one end of the speed reducing mechanism, and the second power unit is connected with the other end of the speed reducing mechanism through the clutch;

when the clutch is in a disconnection state, the first power unit is used for driving the speed reducing mechanism to move;

when the clutch is in an engaging state, at least the second power unit is used for driving the speed reducing mechanism to move.

In some embodiments, the first power unit includes a first motor and a first electronic control unit electrically connected to the first motor;

the second power unit comprises a second motor and a second electric control unit, and the second electric control unit is electrically connected with the second motor;

the first electronic control unit and/or the second electronic control unit are/is also electrically connected with the clutch.

In some embodiments, the speed reduction mechanism comprises a transmission wheel and a transmission belt, wherein the transmission wheel comprises a gear part and an end part, and the transmission belt is sleeved on the gear part;

the output shaft of the first power unit is connected with the gear part, and the second power unit is connected with the end part through the clutch.

In some embodiments, the gear portion is provided with a shaft hole, and the output shaft of the first power unit is mounted in the shaft hole.

In some embodiments, the power plant further comprises a coupling through which the clutch is connected to the end.

In some embodiments, the end portion is provided with a mounting groove, and the coupling is sleeved on the output shaft of the clutch and is mounted in the mounting groove.

In some embodiments, a mounting hole is provided at an end of the clutch adjacent to the second power unit, and an output shaft of the second power unit is mounted in the mounting hole.

In some embodiments, the first power unit includes a first motor and a first electronic control unit, and the second power unit includes a second motor and a second electronic control unit;

a plurality of first signal transmission paths are arranged between the first electric control unit and the first motor, and the first electric control unit controls the power output of the first motor according to a preset proportion through the plurality of first signal transmission paths respectively;

the second electric control unit is provided with a plurality of second signal transmission paths between the second electric control unit and the second motor, and the second electric control unit controls the power output of the second motor in a preset proportion through the plurality of second signal transmission paths respectively.

the first electronic control unit and the second electronic control unit are used for acquiring control signals from the whole vehicle controller through a third signal transmission path and a fourth signal transmission path respectively;

the first electric control unit is used for controlling the working state of the first motor according to the control signal;

the second electric control unit is used for controlling the working state of the second motor according to the control signal;

the first electronic control unit and/or the second electronic control unit are/is also used for controlling the clutch to be in an off state or an on state according to the control signal.

The power output control method according to an embodiment of the present application is applied to the power device according to any one of the above embodiments, and includes:

when the first power unit is normal, the clutch is controlled to be in a disconnected state, and the first power unit drives the speed reducing mechanism to move;

and when the first power unit fails, controlling the clutch to be in an engaging state, and driving the speed reducing mechanism to move at least through the second power unit.

In some embodiments, when the first power unit fails, the clutch is controlled to be in an engaged state, and the speed reducing mechanism is driven to move at least through the second power unit, including:

when the signal part of the first power unit fails, the clutch is controlled to be in a suction state, and the first power unit and the second power unit drive the speed reducing mechanism to move;

when the first power unit signal is completely invalid, the clutch is controlled to be in a suction state, and the second power unit drives the speed reducing mechanism to move;

wherein the power output of the second power unit when the first power unit signal is completely disabled is greater than the power output of the second power unit when the first power unit signal is partially disabled.

An automobile according to an embodiment of the present application includes: a steering system, wherein the steering system comprises a power plant of any of the above embodiments for powering the steering system for performing a steering motion.

The power device, the power output control method and the automobile have at least the following advantages:

the first power unit and the power device comprise two sets of power units, and when the first power unit fails, the clutch can be controlled to be in a suction state so as to drive the speed reducing mechanism to move at least through the second power unit, thereby continuously providing power output and reducing the driving risk.

The second power unit and the second power unit share one set of speed reducing mechanism, and compared with the case that each power unit is provided with one set of speed reducing mechanism, the cost and the installation space of one set of speed reducing mechanism can be saved, and the energy loss can be reduced.

And a clutch is arranged between the third power unit and the second power unit and the speed reducing mechanism, and when the first power unit drives the speed reducing mechanism to move, the clutch is in a disconnected state, so that the first power unit is prevented from driving the second power unit to rotate through the speed reducing mechanism, and power loss is generated, and the output efficiency of the power device can be improved.

Additional aspects and advantages of embodiments of the application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of embodiments of the application.

Drawings

The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

FIG. 1 is a schematic illustration of a power plant according to certain embodiments of the present application;

FIG. 2 is a schematic cross-sectional view of a power plant according to certain embodiments of the present application;

FIG. 3 is a signal transmission schematic of a power plant according to certain embodiments of the present application;

FIG. 4 is a schematic exploded view of a power plant according to certain embodiments of the present application;

FIG. 5 is a schematic diagram of a connection of a second power unit to a reduction mechanism according to some embodiments of the present application;

FIG. 6 is a schematic exploded view of a power plant according to certain embodiments of the present application;

FIG. 7 is a schematic illustration of a first power unit coupled to a reduction mechanism according to some embodiments of the present application;

FIG. 8 is a schematic view of a coupling state of a reduction mechanism according to some embodiments of the present application;

FIG. 9 is a flow chart of a power take-off control method according to certain embodiments of the present application;

FIG. 10 is a flow chart of a power take-off control method according to certain embodiments of the present application;

FIG. 11 is a schematic block diagram of an automobile according to some embodiments of the application.

Main symbol and element description:

the power unit 100, the first power unit 10, the first motor 11, the output shaft 111, the first electronic control unit 12, the second power unit 20, the second motor 21, the output shaft 211, the second electronic control unit 22, the clutch 30, the output shaft 31, the mounting hole 32, the speed reduction mechanism 40, the transmission wheel 41, the gear portion 411, the shaft hole 4111, the end portion 412, the mounting groove 4121, the transmission belt 42, the coupling 50, the second connection hole 52, the boss 54, the first signal transmission path 61, the second signal transmission path 62, the third signal transmission path 63, the fourth signal transmission path 64, the vehicle controller 200, the steering system 300, and the vehicle 1000.

Detailed Description

Embodiments of the present application are further described below with reference to the accompanying drawings. The same or similar reference numbers in the drawings refer to the same or similar elements or elements having the same or similar functions throughout. In addition, the embodiments of the present application described below with reference to the drawings are exemplary only for explaining the embodiments of the present application and are not to be construed as limiting the present application.

In the present application, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

In the related art, an automobile includes a steering system. The steering system has a power device for powering the steering system for performing a steering motion. Power plants typically have only one power unit. If the power unit fails, the power output cannot be normally provided, and the potential safety hazard of driving exists.

Referring to fig. 1, a power plant 100 according to an embodiment of the present application includes a first power unit 10, a second power unit 20, a clutch 30, and a reduction mechanism 40. The first power unit 10 is connected to one end of the speed reduction mechanism 40, and the second power unit 20 is connected to the other end of the speed reduction mechanism 40 through the clutch 30. When the clutch 30 is in the off state, the first power unit 10 is used for driving the speed reducing mechanism 40 to move; when the clutch 30 is in the engaged state, the second power unit 20 participates in driving for driving the speed reducing mechanism 40 to move.

The power plant 100 of the embodiment of the present application has at least the following advantages:

the first power device 100 comprises two sets of power units, and when the first power unit 10 fails, the clutch 30 can be controlled to be in a suction state so as to drive the speed reducing mechanism 40 to move at least through the second power unit 20, thereby continuously providing power output and reducing driving risk.

The second power unit and the second power unit share one set of speed reducing mechanism 40, so that compared with the case that each power unit is provided with one set of speed reducing mechanism, the cost and the installation space of one set of speed reducing mechanism 40 can be saved, and the energy loss can be reduced.

The clutch 30 is arranged between the third power unit 20 and the second power unit 20 and the speed reducing mechanism 40, when the first power unit 10 drives the speed reducing mechanism 40 to move, the clutch 30 is in a disconnection state, so that the first power unit 10 is prevented from driving the second power unit to rotate through the speed reducing mechanism 40, and power loss is generated, and the output efficiency of the power device 100 can be improved.

Referring to fig. 1 and 2, in an embodiment of the present application, a power plant 100 includes a first power unit 10, a second power unit 20, a clutch 30, and a reduction mechanism 40.

Referring to fig. 3, the first power unit 10 includes a first motor 11 and a first electronic control unit 12. The first electronic control unit 12 is electrically connected to the first motor 11. The first electronic control unit 12 may be directly electrically connected to the first motor 11, or indirectly electrically connected to the first motor 11 through other elements. The first electronic control unit 12 is electrically connected to the first motor 11, so that the first electronic control unit 12 can control the working state of the first motor 11 by a control signal, for example, control the first motor 11 to work or not work, and for example, control the first motor 11 to output 50% of power or 100% of power when working. For example, the first motor 11 may be a six-phase motor, and the first motor 11 may be a six-phase motor with less loss and less noise and higher reliability than a three-phase motor.

The second power unit 20 includes a second motor 21 and a second electronic control unit 22. The second electronic control unit 22 is electrically connected to the second motor 21. The second electronic control unit 22 may be directly electrically connected to the second motor 21, or indirectly electrically connected to the second motor 21 through other elements. The second electronic control unit 22 is electrically connected to the second motor 21, so that the second electronic control unit 22 can control the working state of the second motor 21 by a control signal, for example, control the second motor 21 to work or not work, and for example, control the second motor 21 to work at 50% power output or at 100% power output. For example, the first motor 11 may be a six-phase motor, and the first motor 11 may be a six-phase motor with less loss and less noise and higher reliability than a three-phase motor.

Referring to fig. 3, the signal transmission path between the first electronic control unit 12 and the first motor 11 is a first signal transmission path 61. The first electronic control unit 12 applies a control signal to the first motor 11 through the first signal transmission path 61 to control the operation state of the first motor 11. The signal transmission path between the second electronic control unit 22 and the second motor 21 is a second signal transmission path 62. The second electronic control unit 22 applies a control signal to the second motor 21 through the second signal transmission path 62 to control the operating state of the second motor 21.

The number of the first signal transmission paths 61 and the second signal transmission paths 62 may be one or more.

In one embodiment, the number of first signal transmission paths 61 is plural. That is, the first electronic control unit 12 may apply control signals to the first motor 11 through the plurality of first signal transmission paths 61, respectively. Since the plurality of first signal transmission paths 61 simultaneously transmit signals without interfering with each other, when one of the first signal transmission paths 61 fails, the first electronic control unit 12 may also apply a control signal to the first motor 11 through the other first signal transmission path 61, so as to ensure that the first motor 11 may continue to provide power output.

Further, the first electronic control unit 12 may control the power output of the first motor 11 in a predetermined ratio through a plurality of first signal transmission paths 61, and the sum of the corresponding ratios of the plurality of first signal transmission paths 61 is 1. Illustratively, the number of first signal transmission paths 61 is two, and the first electronic control unit 12 controls the first motor 11 to provide 50% of the power output through each of the two first signal transmission paths 61. Alternatively, the first electronic control unit 12 may control the first motor 11 to provide 30% and 70% of power output through the two first signal transmission paths 61, respectively. The two first signal transmission paths 61 equally distribute the power output ratio of the first motor 11, so that the line load can be balanced, and the stability and the safety of the line can be improved. Further, for a power output of 30%, 70% distribution, when the first signal transmission path 61 providing a power output of 70% fails, the first electronic control unit 12 can provide a power output of 30% only through the other first signal transmission path 61, which is small. With the evenly distributed power output, when any one of the first signal transmission paths 61 fails, the other first signal transmission path 61 can also provide 50% of the power output, and the running of the vehicle can be maintained.

Similarly, in one embodiment, the number of second signal transmission paths 62 is a plurality. That is, the second electronic control unit 22 may apply the control signals to the second motor 21 through the plurality of second signal transmission paths 62, respectively. Since the plurality of second signal transmission paths 62 simultaneously transmit signals and do not interfere with each other, when one of the second signal transmission paths 62 fails, the second electronic control unit 22 may also apply a control signal to the second motor 21 through the other second signal transmission path 62, so as to ensure that the second motor 21 may continue to provide power output.

Further, the second electronic control unit 22 may control the power output of the second motor 21 in a predetermined ratio through a plurality of second signal transmission paths 62, and the sum of the corresponding ratios of the plurality of second signal transmission paths 62 is 1. Illustratively, the number of second signal transmission paths 62 is two, and the second electronic control unit 22 controls the second motor 21 to provide 50% of the power output through each of the two second signal transmission paths 62. Alternatively, the second electronic control unit 22 may control the second motor 21 to provide 30% and 70% of power output through the two second signal transmission paths 62, respectively. The two second signal transmission paths 62 equally distribute the power output ratio of the second motor 21, so that the line load can be balanced, and the stability and the safety of the line can be improved. In addition, for a power output of 30%, 70% split, when the second signal transmission path 62 providing a power output of 70% fails, the second electronic control unit 22 can only provide a power output of 30% through the other second signal transmission path 62, which is smaller. With an even split power output, when any one of the second signal transmission paths 62 fails, the other second signal transmission path 62 can also provide 50% of the power output sufficient to maintain vehicle travel.

Referring to fig. 3, the signal transmission path between the first electronic control unit 12 and the vehicle controller 200 is a third signal transmission path 63. The first electronic control unit 12 obtains a control signal from the vehicle controller 200 through the third signal transmission path 63 to control the operation state of the first electric machine 11 according to the control signal. The signal transmission path between the second electronic control unit 22 and the whole vehicle controller 200 is a fourth signal transmission path 64. The second electronic control unit 22 obtains a control signal from the vehicle controller 200 through the fourth signal transmission path 64 to control the operating state of the second electric machine 21 according to the control signal.

Since the first electronic control unit 12 and the second electronic control unit 22 acquire control signals from the vehicle controller 200 through the third signal transmission path 63 and the fourth signal transmission path 64, respectively, the control signals acquired by the second electronic control unit 22 do not interfere with the control signals acquired by the first electronic control unit 12. When the third signal transmission path 63 fails, the second electronic control unit 22 can also acquire a control signal through the fourth signal transmission path 64, so as to ensure that the second electronic control unit 22 can control the second motor 21 to provide power output according to the control signal.

Further, the first electronic control unit 12 may acquire the control signal from the vehicle controller 200 through the third signal transmission path 63 and the second electronic control unit 22 may acquire the control signal from the vehicle controller 200 through the fourth signal transmission path 64 at the same time, so that when one of the power units fails, the other power unit may be seamlessly engaged to provide the power output.

The first electronic control unit 12 and/or the second electronic control unit 22 are/is further electrically connected to the clutch 30, and the first electronic control unit 12 and/or the second electronic control unit 22 are/is further configured to control the clutch 30 to be in an off state or an on state according to the control signal. Because the first electronic control unit 12 and the second electronic control unit 22 can both acquire control signals from the whole vehicle controller 200, the first electronic control unit 12 can control the clutch 30 according to the control signals according to the requirements and the actual wiring conditions; or the second electronic control unit 22 controls the clutch 30 according to the control signal; or the first and second electronic control units 12 and 22 may control the clutch 30 according to the control signal, which is not limited herein. The reliability is better when the clutch 30 is controlled by the first electronic control unit 12 and the second electronic control unit 22 according to the control signal.

Referring to fig. 1, the second power unit 20 is connected to one end of the clutch 30, and the speed reducing mechanism 40 is connected to the other end of the clutch 30. When the clutch 30 is in the off state, the two ends of the clutch 30 are disconnected, the second power unit 20 cannot realize power transmission with the speed reducing mechanism 40 through the clutch 30, and the power device 100 only drives the speed reducing mechanism 40 to move through the first power unit 10. When the clutch 30 is in the engaged state, the two ends of the clutch 30 are communicated, the second power unit 20 can realize power transmission with the speed reducing mechanism 40 through the clutch 30, the power device 100 can drive the speed reducing mechanism 40 to move through at least the second power unit 20, for example, the speed reducing mechanism 40 can be driven to move through only the second power unit 20, or the speed reducing mechanism 40 can be driven to move through the first power unit 10 and the second power unit 20 at the same time.

Referring to fig. 1 and 4, the speed reducing mechanism 40 includes a conveying wheel 41 and a conveying belt 42. In one embodiment, the transmission wheel 41 is a small belt pulley, and the transmission belt 42 is a belt, and the power device 100 can be applied to intelligent driving equipment such as automobiles. In another embodiment, the transfer wheel 41 is a sprocket and the transfer belt 42 is a chain, and the power device 100 can be applied in the field of industrial pipeline transmission, for example.

The transfer wheel 41 includes a gear portion 411 and an end portion 412. The gear 411 is connected to the end 412, and the belt 42 is sleeved on the gear 411. The outer diameter of the end portion 412 may be larger than the outer diameter of the gear portion 411 so that the belt 42 does not shift toward the end portion 412 when the belt 42 is fitted around the gear portion 411. The outer surface of the gear part 411 is provided with gear teeth, and the inner surface of the conveyor belt 42 is provided with belt teeth, and the gear teeth are engaged with the belt teeth so as to be capable of driving the conveyor belt 42 to move when the gear part 411 rotates.

The output shaft 111 of the first power unit 10 is connected to the gear portion 411. In one embodiment, the gear portion 411 is provided with a shaft hole 4111, and the output shaft 111 of the first power unit 10 is mounted in the shaft hole 4111. When the output shaft 111 of the first power unit 10 is mounted in the shaft hole 4111, the output shaft 111 of the first power unit 10 is fixedly connected with the shaft hole 4111, i.e., no relative rotation occurs. For example, the output shaft 111 of the first power unit 10 may be assembled to the shaft hole 4111 by interference press-fitting. The outer surface of the output shaft 111 of the first power unit 10 is interference fit with the inner surface of the shaft hole 4111. In other embodiments, the output shaft 111 of the first power unit 10 and the gear portion 411 may be assembled by fastening, gluing, fastening by bolts, ultrasonic welding, laser welding, etc., which is not limited herein.

Referring to fig. 5, the second power unit 20 is coupled to the end 412 via the clutch 30. Specifically, the second power unit 20 may be directly connected to the end 412 via the clutch 30 (not shown) or indirectly connected to the end 412 via the clutch 30 (as shown in fig. 6).

When the second power unit 20 is directly connected to the end 412 through the clutch 30, the clutch 30 is connected to the end 412 in a manner similar to the connection of the first power unit 10 to the gear portion 411 described above. The end portion 412 is provided with a first connection hole, and the output shaft 31 of the clutch 30 is mounted in the first connection hole. When the output shaft 31 of the clutch 30 is mounted in the first connecting hole, the output shaft 31 of the clutch 30 is fixedly connected with the first connecting hole, i.e. no relative rotation occurs. For example, the output shaft 31 of the clutch 30 may be assembled to the first connection hole by being press-fitted with interference. The outer surface of the output shaft 31 of the clutch 30 is interference fit with the inner surface of the first connecting hole.

Referring to fig. 6, when the second power unit 20 is indirectly connected to the end 412 through the clutch 30, the power unit 100 may further include a coupling 50, and the clutch 30 is connected to the end 412 through the coupling 50. The coupling 50 may provide torque transfer between the clutch 30 and the end 412 such that the clutch 30 rotates with the end 412 and may act to dampen, dampen and improve shafting dynamics. In one embodiment, the end 412 is provided with a mounting groove 4121 and the coupling 50 is sleeved on the output shaft 31 of the clutch 30 and mounted within the mounting groove 4121. The inner surface of the coupling 50 is connected to the output shaft 31 of the clutch 30, and the outer surface of the coupling 50 is accommodated in the mounting groove 4121.

Referring to fig. 4, the coupling 50 is provided with a second connection hole 52, and the output shaft 31 of the clutch 30 is mounted in the second connection hole 52. When the output shaft 31 of the clutch 30 is mounted in the second connection hole 52, the output shaft 31 of the clutch 30 is fixedly connected with the second connection hole 52, i.e., no relative rotation occurs. For example, the output shaft 31 of the clutch 30 may be assembled to the second connection hole 52 by interference press-in. The outer surface of the output shaft 31 of the clutch 30 is interference-fitted with the inner surface of the second connection hole 52.

Referring to fig. 7 and 8, the outer surface of the coupling 50 may be provided with a plurality of protrusions 54, and the plurality of protrusions 54 are uniformly distributed in the circumferential direction, for example, the number of protrusions 54 is 4. The shape of the mounting groove 4121 can be matched with the shape of the protrusions 54, and the protrusions 54 are clamped in the mounting groove 4121, so that the connection between the coupling 50 and the end 412 is stable and cannot rotate relatively.

In one embodiment, the clutch 30 is provided with a mounting hole 32 (shown in FIG. 6) near one end of the second power unit 20, and an output shaft 211 (shown in FIG. 4) of the second power unit 20 is mounted in the mounting hole 32. When the output shaft 211 of the second power unit 20 is mounted in the mounting hole 32, the output shaft 211 of the second power unit 20 is fixedly connected with the mounting hole 32, i.e., no relative rotation occurs. Illustratively, the output shaft 211 of the second power unit 20 is in spline connection with the mounting hole 32, the output shaft 211 of the second power unit 20 is formed with key teeth, the mounting hole 32 is formed with key grooves, and the key teeth and the key grooves cooperate to realize fixed connection of the output shaft 211 of the second power unit 20 and the mounting hole 32.

Further, referring to fig. 4, the output shaft 111 of the first power unit 10, the center line of the transmission wheel 41, the center line of the clutch 30, the output shaft 211 of the second power unit 20, and the output shaft 211 of the second power unit 20 may be positioned on the same line to reduce the loss of the power output of the first power unit 10 to the transmission wheel 41 and the loss of the power output of the second power unit 20 to the transmission wheel 41, so that the total energy loss is small.

Referring to fig. 1 and 9, the embodiment of the application further provides a power output control method. The power output control method is applied to the power plant 100 of any of the above embodiments. The power output control method includes:

s10: when the first power unit 10 is normal, the clutch 30 is controlled to be in a disconnected state, and the speed reducing mechanism 40 is driven to move through the first power unit 10;

s20: when the first power unit 10 fails, the clutch 30 is controlled to be in the engaging state, and the speed reducing mechanism 40 is driven to move at least through the second power unit 20.

In the power output control method according to the embodiment of the application, the power device 100 includes two sets of power units, and when the first power unit 10 fails, the clutch 30 can be controlled to be in the engaging state, so that at least the second power unit 20 drives the speed reducing mechanism 40 to move, thereby continuously providing power output and reducing driving risk.

It should be noted that the above explanation of the power plant 100 according to the embodiment of the present application is equally applicable to the power output control method according to the embodiment of the present application, and will not be repeated here.

The first power unit 10 is normally that the first signal transmission path 61 is not disabled, and the control signal can be normally transmitted to the first motor 11 by the first electronic control unit 12. At this time, the clutch 30 is controlled to be in a disconnected state, so that the power transmission between the second power unit 20 at one end of the clutch 30 and the speed reducing mechanism 40 at the other end is disconnected, and the speed reducing mechanism 40 is driven to move by the first power unit 10. The clutch 30 is in a disconnected state when the first power unit 10 drives the speed reducing mechanism 40 to move, so that the first power unit 10 is prevented from driving the second power unit 20 to rotate through the speed reducing mechanism 40, and power loss is generated, so that the output efficiency of the power device 100 can be improved.

Referring to fig. 1 and 10, in some embodiments, when the first power unit 10 fails, the clutch 30 is controlled to be in an engaged state, and at least the second power unit 20 drives the speed reducing mechanism 40 to move (i.e. S20), which includes:

s21: when the signal part of the first power unit 10 fails, the clutch 30 is controlled to be in a suction state, and the speed reducing mechanism 40 is driven to move through the first power unit 10 and the second power unit 20;

s22: when the signal of the first power unit 10 is completely failed, the clutch 30 is controlled to be in a suction state, and the speed reducing mechanism 40 is driven to move through the second power unit 20;

wherein the power output of the second power unit 20 when the first power unit 10 signals complete failure is greater than the power output of the second power unit 20 when the first power unit 10 signals partial failure.

Specifically, the failure of the first power unit 10 includes cases where the first power unit 10 is partially and completely failed. The partial failure of the first power unit 10 is that a portion of the first signal transmission path 61 fails, and the first power unit 10 may transmit the control signal to the first motor 11 through the remaining first signal transmission path 61. The complete failure of the first power unit 10 means that all the first signal transmission paths 61 are failed, and the control signal cannot be transmitted to the first motor 11 through the first electronic control unit 12.

The clutch 30 is controlled to be in the engaged state upon both a partial failure and a complete failure of the first power unit 10, such that the second power unit 20 is engaged to provide power output. The difference between the two cases is that the first power unit 10 is also capable of providing a partial power output when a signal portion of the first power unit 10 fails, for example, in the foregoing example, when one of the first signal transmission paths 61 fails, the first electronic control unit 12 may also apply a control signal to the first motor 11 through the other first signal transmission path 61 to provide a 50% power output. At this time, the second power unit 20 only needs to apply a control signal to the second motor 21 through the second signal transmission path 62 to provide another 50% of power output, so that the power device 100 can provide the full power output. When the first power unit 10 fails completely, the first electronic control unit 12 cannot provide power output, and the second power unit 20 needs to apply control signals to the second motor 21 through the plurality of second signal transmission paths 62 at the same time to provide 100% power output. In both cases, the power device 100 can provide 100% of power output, support steering operation and intelligent driving during normal driving, and ensure driving safety.

The power output control method of the embodiment of the application is applicable to application scenes with higher requirements on safety, and can ensure that at least one other power unit can provide power output when one power unit fails. The working process of the power output control method according to the embodiment of the application is described below with reference to several specific application scenarios:

application scenario one:

when the intelligent driving vehicle runs on the expressway and the signal part of the first power unit 10 fails, the first electric control unit 12 applies a control signal to the first motor 11 to provide 50% of power output, and 50% of power can only support the vehicle to stop by side or creep to a repair shop, and cannot support intelligent driving. At this time, the clutch 30 is controlled to be in the engaged state, and a control signal is applied to the second motor 21 through the second power unit 20 to provide another 50% of power output, whereby the power device 100 provides 100% of power output, and intelligent driving can be supported on the premise of ensuring driving safety.

And (2) an application scene II:

when the intelligent driving vehicle runs on the expressway and the signal of the first power unit 10 is completely invalid, the first power unit 10 cannot provide power output, and cannot support continuous running or side parking, so that potential safety hazards are caused to running. At this time, the clutch 30 is controlled to be in the engaged state, and a control signal is applied to the second motor 21 through the second power unit 20 to provide 100% power output, whereby the power device 100 provides 100% power output, and intelligent driving can be supported on the premise of ensuring driving safety.

And (3) an application scene III:

in an industrial line apparatus, a conveyor wheel 41 drives a conveyor belt 42 to move workpieces. When the first power unit 10 fails in part or in whole, the transmission efficiency is impaired, resulting in no downstream work. At this time, the clutch 30 is controlled to be in the engaged state, a control signal is applied to the second motor 21 through the second power unit 20, and 50% or 100% of power output is provided according to the signal failure condition of the first power unit 10, whereby the power unit 100 provides 100% of power output, and normal pipeline transmission efficiency can be ensured.

Referring to fig. 11, an embodiment of the application further provides an automobile 1000. The automobile 1000 includes a steering system 300. The steering system 300 includes the power plant 100 of any of the above embodiments. The power plant 100 is used to power a steering system 300 for performing a steering motion.

In summary, the power device 100, the power output control method, and the automobile 1000 according to the embodiment of the application have at least the following advantages:

In the description of the present specification, reference to the terms "certain embodiments," "one embodiment," "some embodiments," "an exemplary embodiment," "an example," "a particular example," or "some examples" means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "plurality" means at least two, for example, two, three, unless specifically defined otherwise.

Although embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives and variations may be made to the above embodiments by those skilled in the art within the scope of the application, which is defined by the claims and their equivalents.

Claims

1. The power device is characterized by comprising a first power unit, a second power unit, a clutch and a speed reducing mechanism, wherein the first power unit is connected with one end of the speed reducing mechanism, and the second power unit is connected with the other end of the speed reducing mechanism through the clutch;

2. The power plant of claim 1, wherein the first power unit comprises a first motor and a first electronic control unit, the first electronic control unit being electrically connected to the first motor;

3. The power plant of claim 1, wherein the reduction mechanism comprises a transfer wheel and a transfer belt, the transfer wheel comprising a gear portion and an end portion, the transfer belt being sleeved on the gear portion;

4. A power unit according to claim 3, wherein the gear portion is provided with a shaft hole, and the output shaft of the first power unit is mounted in the shaft hole.

5. A power plant according to claim 3, characterized in that the power plant further comprises a coupling, through which the clutch is connected to the end.

6. The power plant of claim 5, wherein the end portion is provided with a mounting groove, and the coupling is sleeved on the output shaft of the clutch and is mounted in the mounting groove.

7. The power plant of claim 1, wherein the clutch is provided with a mounting hole near an end of the second power unit, and an output shaft of the second power unit is mounted in the mounting hole.

8. The power plant of claim 1, wherein the first power unit comprises a first motor and a first electronic control unit, and the second power unit comprises a second motor and a second electronic control unit;

9. The power plant of claim 1, wherein the first power unit comprises a first motor and a first electronic control unit, and the second power unit comprises a second motor and a second electronic control unit;

10. A power output control method applied to the power apparatus according to any one of claims 1 to 9, characterized by comprising:

11. The power output control method as in claim 10, wherein controlling the clutch to be in the engaged state when the first power unit fails and driving the speed reducing mechanism to move at least through the second power unit comprises:

12. An automobile, comprising: a steering system, wherein the steering system comprises a power plant according to any one of claims 1 to 9 for powering the steering system for performing a steering motion.